Technical papers

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Engine designer MAN Energy Solutions and classification society DNV jointly argue that the main challenges of decarbonisation for the existing f leet are fuel price and availability, capacity challenges at repair yards and risk of conversion-budget overshoot, and current IMO NOX regulation. Proposals for addressing these bottlenecks include promoting the uptake of low-and zero carbon fuels in a well-to-wake perspective, legal frameworks that allow planning and build-up of capacity, and developing new guidelines or amending IMO’s technical regulation.

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This paper shows that the shipping sector will have a massive carbon overshoot where annual actual emissions and expected future emissions greatly exceed what is required to limit the global temperature increase to 1.5°C by midcentury. The accumulated carbon overshoot is estimated at 25 gigatonnes CO2 equivalents in 2050. Retrofitting single-fuel engine technology to dual-fuel may reduce the carbon overshoot by 1.6 gigatonnes CO2 equivalents (6%) until 2050. International regulation of newbuildings and the existing fleet, with a net zero CO2 target year and ambitious intermediate targets, is required to limit the carbon overshoot, set a direction for well-to-wake decarbonization behavior, and avoid stranded assets. Further, carbon pricing is required to equalize the difference between the price of fossil energy and energy with a smaller or no carbon footprint. Engine technology is no hindrance to ambitious regulation and reduction of CO2 in the shipping sector.

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Navigation in the Arctic and in icy waters sets specific requirements for the capabilities of the hull and propulsion plant of the ship. The hull must be reinforced and the propulsion plant must deliver sufficient thrust to advance through these icy waters to transport and deliver goods safely. These requirements for both capabilities of the hull and the propulsion plant have been put into regulation. This paper focuses on the challenges and specific aspects to consider for a propulsion plant for an ice-classed ship, especially for the new and stricter EEDI phases.

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The matching of hull, engine, and propeller has been challenged since the introduction of the EEDI phases, which calls for a propulsion power reduction. This paper explains how improved efficiency and reduced emissions can be achieved with three-bladed propellers, so that propulsion plants may comply with upcoming EEDI phases. The results of an investigation of torsional vibrations and surface hull pressure pulses are presented to provide a better overview of the interaction between hull and propeller. Two case studies, which include propeller optimisation studies, and analyses of torsional vibration and hull surface pressure pulses, are discussed to illustrate

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MAN Energy Solutions has added the dual-fuel ME-GA engine to the existing two-stroke dual-fuel engine programme. The ME-GA engine design concept is the premixed Otto principle, and the efficient performance of the engine is the result of an in-house developed exhaust gas recirculation (EGR) solution. The high-pressure EGR solution has been optimised for the ME-GA engine with performance-enhancing results, which include high performance efficiency, significantly reduced methane slip, and Tier III compliance when operating on conventional fuel oils. Moreover, the development of the ME-GA engine solution, which requires only a low-pressure fuel supply, has been performed with focus on reducing capex for the LNG carrier segment. This paper introduces the unique on-engine gas admission system, and discusses the new engine optimisation achieved with the proven EGR system. The first ME-GA engine available in our engine programme is a 70-bore engine aimed at the LNG carrier segment.

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With the ever-tighter IMO Energy Efficiency Design Index (EEDI) phases, the allowable main engine power installation reduces. As a consequence, the available exhaust gas energy for service steam production decreases. An oil-fired boiler can be used to cover the lack of steam, but at the cost of an increase of the total fuel consumption. In response to this, MAN Energy Solutions has developed the economiser energy control (EEC) feature. The EEC feature minimises the overall fuel consumption by allowing more exhaust gas energy to be extracted from the ME. This paper provides detailed descriptions of the EEC feature available for MAN B&W low-speed two-stroke engines. In addition, an example showing how the EEC feature can reduce total fuel consumption is also provided.

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Not all economic regions of the globe have major sources of oil nearby. It creates a demand for transportation from major oil producing regions, for example the Middle East, Africa, and Brazil, to consumers in China, India, and Europe. The slower growth in global demand along with an overcapacity in the market has resulted in fluctuating tanker freight rates for some years. This highlights the importance of designing newbuildings that go into the market for maximum efficiency. The requirement for Phase 3 Energy Efficiency Design index (EEDI) compliance from 2025 backs this up.

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The exacting tolerances in today’s hydraulic systems require tight control of the system contamination. Experience has shown that impurities found in the system originate from the installation and from new oil. If not removed, particles will cause damage to valves, pumps and bearings and, eventually, lead to malfunction of the system and increased wear on the hydraulic components. To avoid the above and reduce flushing time to a minimum, the whole system must be absolutely clean before filling up with oil and starting up the engine. It is vital that hydraulic system installations are carried out in accordance with the best practices, as described in this paper. This will prevent difficulties during start-up of the equipment and reduce the risk of suffering damage to the system. By following the guidelines given in this paper, a quicker and more efficient flushing process is achieved.

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With the ever-tightening IMO Energy Efficiency Design Index (EEDI) phases, it has never been more important to improve the overall efficiency of the merchant fleet. The combination of a shaft generator and the MAN B&W two-stroke marine engine gives a powerful tool for complying with the EEDI. The shaft generator can minimise the overall operating costs of the vessel when shifting the hotel load from the auxiliary generators to the main engine (ME). The advantages are the superior fuel economy of the ME and the reduction of auxiliary generator running hours. This paper provides detailed descriptions of the shaft generator solutions available for MAN B&W low speed two-stroke engines. PTO guidelines with examples describing how to apply the guidelines for an MR tanker and an LPG carrier are also given.

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The MAN B&W LGIM two-stroke engine is the methanol-burning version of our dual-fuel solution for liquid injection of fuels, the ME-LGI engine. This paper describes the service experience from the two generations of ME-LGIM engines, which have accumulated almost 90,000 running hours in total.

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Ammonia as a marine fuel is put into perspective as this paper presents our current knowledge about ammonia as a potential long-term fuel for two-stroke marine engines. We address the challenges encountered by the maritime market, which are best described as a paradigm shift to ensure compliance with global decarbonisation goals. To develop an engine for a new fuel such as ammonia calls for partnerships, cooperation and an understanding of the market interests.

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In the design process of main engine auxiliary systems conducted by the shipyard, options that could improve efficiency and reduce daily fuel oil consumption and consequently CO2 emission are available. The options cover power efficiency improvements of electric auxiliary equipment, for example pumps, fans, etc., serving the main engine, but also efficiency improvements related directly to the main engine specific fuel oil consumption. This technical paper describes each of the different relevant main engine auxiliary systems and the options available for efficiency improvements. Different solutions are mentioned for each system, some of these can be combined and the savings potential added up, while others will exclude each other depending on the selected option.

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The paper describes the MAN HyProp ECO concept and application examples with various operating modes. For vessels with flexible operation profiles and running hours with both high and low power demands, advantages are fuel savings and emission reductions due to reduced propeller and engine speeds. With MAN HyProp ECO it is possible to reduce the fuel consumption by 10-15 %, reduce CO2, NOx and SOx emissions, operate the propeller with the highest efficiency at its best hydrodynamic point, reduce the operating hours of auxiliary gensets, and avoid electrical losses in operation modes where a bypass of the variable speed drive (VSD) can be used.

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The new ME-GI platform sets the new industrial standard for two-stroke propulsion engines in liquefied natural gas carriers (LNGC) and other aspects of commercial shipping. The advantages of combining the ME-GI engine with different optimized fuel gas supply configurations, as described in this paper, are highly efficient and cost-competitive propulsion solutions.

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The International Maritime Organization has adopted a strategy to reduce the emission of greenhouse gases from global shipping by at least 50% by 2050 compared to 2008. Current technology must be combined in new ways; new inventions and alternative fuels must be brought to the global scene to reach this goal. In the light of these needs, this paper will focus on one of the potential ways to reduce emissions, namely the application of batteries on large ocean-going vessels. The potential for battery-electric propulsion is evaluated, along with the benefits of integrating batteries into the electric grid on board.

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The MAN dual-fuel generating sets L23/30DF and L28/32DF are based on the proven classic GenSet designs L28/32H and L23/30H, recognised worldwide as ultra-reliable and robust GenSets with long TBOs. MAN dual-fuel GenSets also offer low operational and maintenance costs. It is ready for new buildings and retrofit solutions. The properties of the gas valve regulator, which is installed on the engine, allows a flexible engine room layout. The GVU can be installed at a distance of up to 100 metres from the engine. MAN Energy Solutions’ dedicated engine diagnostics system – CoCoS-EDS – offers owners and operators an integrated system for data analysis, troubleshooting, trend analysis, and online service. The online service makes the know-how of MAN experts available in real time.